TECNAM P2018 “SQUIRREL”
I know I’m late to the party, but I only saw the challenge after reviewing GhostHTX’s Bush Baby. Sorry if it’s too late, it’s a rush job, but I enjoyed messing about with things I’d never tried before.
No fancy cockpit or anything like that, but the cargo hatches open and close, the flaps lower and the lights work. Yeah, I know, Rocket Science.
Anyway, here’s the (partially) invented blurb…
TECNAM is an Italian aircraft manufacturer that has been producing General Aviation aircraft since 1948. Established by genial engineer Luigi Pascale, the Naples based company was originally called Partenavia, and became renowned for the “P” Series GA aircraft such as the single engine P62 and P64, and the twin engine P68. The company decided to withdraw from the GA market during the lean years of the mid to late 90’s, and concentrated on building advanced ULMs, changing its name to TECNAM. Their high quality ultralights became popular worldwide for the innovative technology sourced from the company’s GA and light military aircraft experience.
When the MAF - who already operated two P68 “Viator” aircraft - requested a single-engined Bush plane suitable for operations in Madagascar, TECNAM answered the call with an upsized version of their best-selling P 2010 ultralight, which already boasted an aluminium framed, carbon fibre fuselage and a 200 HP Lycoming powerplant.
They produced a larger 5 seat prototype, originally called the P20XX, and searched for a suitable power plant that would maintain their reputation for cost-effective, quality aircraft. After reviewing the usual offerings from Lycoming and Continental, another Italian company called CMD caught their attention due to their GF 56 diesel common-rail direct injection engine. It was a 5600 cc two stroke, 6 cylinder boxer, liquid cooled, with “direct drive” transmission. The initial P20XX was powered by this engine, and although it performed well enough, it lacked the power the aircraft deserved. CMD beavered away, added two cylinders, and produced the GF 75, a 7500 cc 950 HP version that fitted the bill. As an added advantage, the engine maintained its high power to weight ratio and was developed to run on normal diesel fuel or Jet A1, whichever is more readily available.
The tubular steel engine bearing and stainless steel firewall guarantees safety and robustness, while the aluminium and carbon fibre airframe achieves unparalleled degrees of strength and lightness.
The polished aluminium engine cowling is secured by two lateral clips and can be removed completely to facilitate maintenance and routine checks.
A large, illuminated cargo hold is located behind the cabin, and may be accessed through separate hatches from either side of the fuselage.
TAKE OFF
She’ll take off with flaps at around 70mph and without at about 75. Don’t over rotate or she’ll drag her tail, just drop flaps and wait for her to lift off naturally.
LANDING
She’ll land nicely with or without flaps, but with flaps deployed don’t let the airspeed drop below 78mph. Best technique is to maintain about 28-30% for 80mph and pull the nose up low over your selected landing spot. Speed will scrub off rapidly and you’ll land at about 70mph. Watch your flare height though, heh heh!
She can take off from, and land on USS Tiny. Just sayin’.
VTOL Down Flaps Down
Landing Gear Close Cargo Hatches
AG1 NAV/Position Lights
AG2 Landing Lights
AG3 Cargo bay Lights
She’s a tidy little flyer, not perfect due to the rush, but I’d appreciate your comments.